Train-stop.



W. E SCOTT.

TRAIN STOP.

APPLICATION FILED AUG.20. 1911.

1 95 59%? 1 Patented Feb. 5, 1918.

ATTORNEY WALTER E. SCOTT, OF NORTH BATTLEFORD, SASKATCHEWAN, CANADA.

TRAIN-STOP.

Specification of Letters Patent.

Patented Feb 5, 1918- Application filed. August 20, 1917. Serial No. 187,316.

To all whom it may concern:

Be it known that I, WALTER E. Scorn, a subject of the King of Great Britain, residing at North Battleford, in the Province of Saskatchewan and Dominion of Canada, have invented "certain new and useful improvements in Train-Stops, of which the following is a specification.

This invention relates to an improvement in a train stop, and particularly to a device of this character intended to be automatically operated asithe cars, or the locomotives, of the train may be derailed, where the rails are not in proper gage, in case of a broken rail, or in other like connections where changed conditions of the track are encountered, and which device might perhaps also be used in setting the brakes of the train, in other connections.

An object of the invention is to provide a structure which can be installed in the construction of cars, locomotives, and the like, or which can be applied with very little labor to rolling stock already in use, the structure being such that but very little modification of standard equipment will be required to accommodate the same for installation of the structure of my invention.

A further object resides in so constructing the parts that air control valves are carried by the trucks adjacent the wheels and are so installed and mounted that irrespective of the direction of travel of the car, or the like, upon which they are installed, and irrespective of which side of the truck is first to leave the rails, the device will operate with equal efliciency and an emergency application of the brakes will be accomplished.

Yet another object is to so mount the parts, and so connect the same with the train line pipe, that when the car or locomotive is operated with snow lying heavily adjacent the rails, or in other connections where the automatic structure would not op crate with the greatest efficiency, this structure may be readily cut out from the air brake system and the parts will operate in the usual manner.

WVith the above and other objects in view, which will bein part described and in part understood from the specification, drawings and claims, my invention consists in certain. novel features of constructionand combinations of parts which will be hereinafter more fully set forth In the drawings Figure lis a. View in elevation showing portions of a car truck with the structure of my invention applied thereon, and

F ig; 2 is a transverse vertical sectional view to better disclose the manner in which the connection is made to the train line pipe.

As has been stated, the trucks will be built up in the usual way and the wheels 1 which are carried on the axle 2, will be fitted thereto. by these axles being mounted by the arch-bars structures 3, the oil boxes and bearings as indicated at 4; being provided for proper journaling of the axles and to provide proper lubrication therefor. The trucks are mounted upon the car, locomotive, or the like, in any desired or approved manner, and the train-line-pipe 5 is carried by the main structure and is installed and equipped in the usual manner. A T-union 6. is connected in the train-line-pipe at each end of the car above the truck, and a short length of pipe indicated at 7 has a cut off cock 8 connected therein.

A. distributing pipe 9 is mounted across the truck structure so that its ends are be ncath the bottom straps of the archbars, and a T-union 10 is connected in this pipe 9, a piece of a hose, or other flexible connector 11, being connected at its ends in conjunction with the T-union 10 and the short length of pipe 7 in which the cut off cock 8 is mounted. By establishing the connection in the manner above set forth, when the cutoff cock 8 is opened, direct passage is es tablished from the trainline-pipe 5 to this distributing pipeS), or when the cut-off cock is closed, this part of the system is cut oil so that to all intents and purposes, the trainline-pipe is substantially continuous and without branches. At the ends of the distributing pipe 9, T-heads 12 are fitted, and branch pipes 13 and 14 are extended from the opposite sides of these T-heads 12 and terminate beneath the oil boxes 4, so that the ends of the pipe are perpendicularly be-. neath the ends of the axles. Cut oft valves 15 and 16 are connected at the terminals of the branch pipes 13 and 14:, and these cut off valves have the handles 17 and 18 thereof extended down so that when perpendicularly set the valves will be closed, the disposition of these handles 17 and 18 being such thatthey clear the outer sides of the wheels, and also are raised above the rails some- Where between one-half inch, and one inch,

more or less. I

It is to be understood that the T-heads 12.

1 1 will be extended so that the valves and 16 will be disposed adjacent the wheels on the opposite sides,and to secure and mount the parts in the proper relation, the clips 19 and 20 are fitted around the branch pipes 13 and 14, and around the bottom strap of the arch-bars, these clips thus rigidly mounting the parts in the proper relation and securing the same against shaking loose through vibration of the parts of the truck when the car or locomotive is in motion. When the structure is desired to be operative, the valves handles 17 and 18 will be set to the perpendicular and then the cut off cock 8 will be opened to admit air to the distributing pipe 9 and to the branch pipes connected therewith, the valves 15 and 16 however being closed to the escape of this air and thus maintaining the proper pressure in the train-line-pipe. The parts will remain in this inoperative relation practically indefinitely, and will not be disturbed by normal operation of the car or locomotive, but if perchance the same is derailed or bad rails are encountered which would cause one or several of the wheels to leave the rails, then the adjacent handle would be swung from the perpendicular and in consequence the valves with which the handle is associated would be opened so that air would exhaust from the branch connected therewith and consequently from the train-linepipe, thus accomplishing an emergency setting of the brakes. Due to the fact that the valve handles are placed on the opposite sides of the truck and are close down to the rails and also are disposed rather closely in to the wheels, irrespective of whiehwheel may first leave the rail, it is assured that one of the handles will be engaged by a rail, and also in the case of a broken archbar or axle, .the parts will drop suliiciently low that the handles will catch against the rails or against the ties and will be swung to open the valves, or perhaps in the case of a broken arch-bar one of the branch pipes might be broken ofi, or would be severed at the T-heads 12, and thus the train-line-pipe would be exhausted. In case of heavy snow, or of the train being operated where mud slides'have occurred, it will of course be appreciated that the valve handles 17 and 18 would be swung when not intended, and thus under these circumstances it may be found necessary to close the air out ofl cock 8 so" that. the automatic structure will be rendered inoperative, and in this setting of theiparts the valve handles 17 and'18 will be swung up, by contact with an obstruction, to lie closely adjacent the bottom strap of the arch-bar, and in this relation the parts will be protected against being damaged or torn from their fastening, the structure being in no way altered and being ready for immediate use when the automatic operation is again desired.

From the foregoing it will be seen that l have provided a structure in which auto matic stopping of the train may be accomplished when the rolling stock having the structure fitted thereon is derailed, when the rails are spread or become broken, when an arch-bar or axle breaks, and under other circumstances, and the structure while operating very efiiciently when set for the auto matic use, can yet be cut out of the trainline-pipeand of the brake system so that the same will operate without interference from or recourse to this automatic structure. and while I have herein shown and described certain specific forms and constructions, it will be appreciated that changes and variations might be resorted to, in view of which fact I wish to be limited only to such points as may be set forth in the claims.

I claim 2- 1. A train stop including in combination with an air brake system, valves of the turning plug type mounted adjacent each of the wheels of the train and having operating handles adapted to stand perpendicularly and to reach down to terminate closely adjacent the rails on which the wheels travel, a

. distributing pipe for each truck of the train,

a connection from the distributing pipe to the main train line pipe, and branch pipes extending from said distributing pipe to the valves.

2. A train stop including in combination with an air brake system, valves of the turning plug type mounted adjacent each of the wheels of the train and having operating handles adapted to stand herpendicularly and to reach down to terminate closely adj acent the rails on which the wheels travel, a distributing pipe for each truck of the train, a connection from the distributing pipe to the main train line pipe, branch pipes extending from said distributing pipe to the valve, and a cut-off cock mounted in the connection from the train line pipe to the distributing pipe.

3. A train stop adapted for application in connection with an air brake system including a distributing pipe mounted transversely upon each truck, T-heads carried at the ends of said distributing pipes and having the branches connected therewith disposed forwardly and rearwardly, branch pipes connected with the T-heads terminating substantially beneath the oil boxes of the truck, cut oii valves mounted at the ends of the branch pipes provided with handles adapted to stand perpendicularly and to reach down to lie closely adjacent to the wheels and to terminate substantially on a line with the rails upon. which the wheels travel, and a connection from the train-linepipe to the distributing pipe.

4:- A train stop adapted for application in connection with an air brake system including a distributing pipe mounted transversely upon each truck, T-heads carried at the ends of said distributing pipes and having the branches connected therewith disposed forwardly and rearwardly, branch pipes connected with the T-heads terminating substantially beneath the oil boxes of the truck, cut off valves mounted at the ends of the branch pipes provided with handles adapted to stand perpendicularly and to reach down to lie closely adjacent to the wheels and to terminate substantially on a line with the rails upon which the Wheels travel, a connection from the train-linepipe to the distributing pipe, said valve handles being mounted to be capable of movement to lie close against the bottom strap of the arch-bar of the truck, clips by which the branch pipes are rigidly connected with the bottom strap to thus mount and support the structure and a cut off cock mounted in the connection from the dis tributing pipe to the train-line-pipe.

In testimony whereof I afiix my signature 30 in presence of two witnesses.

' WALTER E. SCOTT.

Witnesses ALDER BREHAUT, ALEX. LEOR UICK.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

